DESC:MOTOR CONTROL UNIT FOR ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202321075156 filed on 03/11/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to the field of motor controller. Particularly, the present disclosure relates to a system and method for controlling a motor of an electric vehicle(s).
BACKGROUND
The motor is used as a power source of the electric automobile and is a core component of a power system. The operation of the motor is controlled by a motor controller having the electric circuits collectively arranged. The relevance of motors and motor controllers in electric vehicles (EVs) has grown recently due to the swift advancement of the automotive sector and the worldwide drive for sustainability.
Conventionally, the motor controllers employ a sensing module connected to the motor controller of the vehicle. Further, the motor controller comprises switches (transistors) to supply or cut off the power of the motor. The switches close (turn on) to enable the power flow to the motor and thereby, turn on the motor. On the contrary, the switches open (turn off), cutting the supplied power to the motor and thereby, stopping the motor. Subsequently, the switching elements rapidly turn on and off to control the average voltage and current supplied to the motor. Therefore, the rapid turn-on and off technique modulates the power, facilitating precise speed control without the need for complex mechanical systems.
However, there are certain underlining problems associated with the above-mentioned existing mechanism of controlling the motor of an electric vehicle. For instance, the occurrence of switching transients during the operation of the switches. The switching transients refer to the voltage and current spikes during the motor on or off or changes in the operating state. Consequently, exceedance of the high voltage spikes with respect to voltage ratings of semiconductors (transistors, diodes) leads to failure of the motor operation. Further, the switching transients introduce electrical noise into the circuit, therefore, affecting sensor readings and overall motor performance.
Therefore, there exists a need for a mechanism for controlling a motor of an electric vehicle that is efficient and overcomes one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide a system for controlling at least one vehicle parameter.
Another object of the present disclosure is to provide a method of controlling at least one vehicle parameter.
Yet another object of the present disclosure is to provide a system and method for the controlling at least one vehicle parameter, with improved efficiency and safety.
In accordance with a first aspect of the present disclosure, there is provided a system for controlling at least one vehicle parameter, the system comprises:
- at least one switching device;
- at least one sensing module coupled with the at least one switching device;
- at least one electronic control unit
- a motor; and
- a motor controller communicably coupled with the at least one sensing module, the at least one electronic control unit and the motor,
wherein the motor controller is configured to control the at least one vehicle parameter based on inputs received from the at least one sensing module, and the at least one electronic control unit.
The system and method for controlling at least one vehicle parameter, as described in the present disclosure, is advantageous in terms of providing a motor controller with enhanced precision and safety for controlling the motor parameters. The motor parameters are controlled based real-time sensor data and user inputs. Advantageously, the real-time data and user input enable the motor controller to fine-tune the motor parameters and thereby, enhancing driving experience and ride comfort during different driving conditions. Further, based on the computation of a scaling coefficient, the motor controller identifies faults or anomalies in sensor readings or motor performance. Therefore, improving the overall efficiency and safety of the vehicle, without any hardware changes.
In accordance with another aspect of the present disclosure, there is provided a method of controlling at least one vehicle parameter, the method comprises:
- receiving inputs from at least one sensing module and/or at least one electronic control unit;
- sending the received inputs to a motor controller;
- computing a torque demand, via the processing unit;
- determining at least one of a voltage value and a current value, via the processing unit; and
- computing a scaling coefficient for the plurality of sensors, via the processing unit.

Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figures 1, 2, and 3 illustrate block diagrams of a system for controlling at least one vehicle parameter, in accordance with different embodiments of the present disclosure.
Figure 4 illustrates a flow chart of a method of controlling at least one vehicle parameter, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the terms “switching devices”, “switching elements”, and “switches” are used interchangeably and refer to the engagement mechanism in a vehicle that allows a rider to connect or engage different operational states of the bike, particularly in relation to transmission and drivetrain. Further, the switching devices enable the transfer of power from the battery to the wheels and facilitate various functions such as (but not limited to) changing gears, operating the clutch, or engaging the brake.
As used herein, the terms “sensing circuit”, “sensing module”, and “detection circuit” are used interchangeably and refer to an electronic system designed to detect and measure various physical parameters related to a vehicle performance, environment, and other operational conditions. The sensing circuit converts the physical parameters of the vehicle (such as switch position, heat generation, and pressure applied) into electrical signals. The electrical signals are processed by vehicle's control systems for monitoring, feedback, and control purposes. The sensing circuit may include (but not limited to) sensors, signal conditioning, a processing unit, and an output interface.
As used herein, the terms “electronic control unit”, and “ECU” are used interchangeably and refer to an electronic device that manages and regulates various functions of the vehicle. Further, the electronic control unit acts as a central processing unit, integrating inputs from sensors and user controls to optimize performance, ensure safety, and enhance the overall riding experience. Furthermore, the ECU monitors key parameters such as (but not limited to) motor operation, battery status, and environmental conditions, allowing for real-time adjustments to improve efficiency and reliability.
As used herein, the term “motor” refers to any device or a machine that uses electrical energy to produce rotating motion or mechanical energy. The motor consists of a stator and a rotor. The flow of electrical current through the motor generates a magnetic field that turns the rotor, producing a mechanical movement. Various types of motors may include (but not limited to) DC shunt motors, DC series motors, AC induction motors, AC synchronous motors, and switched reluctance motors.
As used herein, the terms “motor controller”, and “controller” are used interchangeably and refer to an electronic device or system that controls the operation of an electric motor by regulating its speed, direction, torque, and other related parameters. The motor controller acts as an interface between the motor and control unit, ensuring the motor operates efficiently and safely within desired parameters. Various types of motor controllers may include (but not limited to) DC motor controllers, PWM controllers, AC motor controllers, stepper motor controllers, and servo motor controllers
As used herein, the term “user input” refers to actions and commands initiated by the rider to control and interact with the vehicle operations and features. Further, the user input comprises controls and interfaces that enable the rider to adjust settings, manage power delivery, and operate the vehicle safely. Various types of user input may include (but not limited to) physical controls, throttle levers, brake levers, digital interfaces that provide feedback, and options for customization of the vehicle parameters settings.
As used herein, the term “riding mode” refers to preset configurations that adjust the vehicle performance parameters according to different riding conditions or rider preferences. Further, the riding modes modify aspects such as (but not limited to) power output, throttle response, regenerative braking levels, and traction control, enabling the rider to optimize their experience based on factors for example, terrain, weather, or desired performance. Various types of riding mode may include (but not limited to) eco mode, normal mode, sports mode, and rain mode.
As used herein, the term “sensors” refers to devices that detect and measure various physical parameters of a vehicle, thereby providing critical data to the vehicle control systems. The sensors play a vital role in ensuring the efficient operation, safety, and performance of the vehicle by monitoring its surroundings, system states, and operating conditions. Various sensors may include (but not limited to) current sensors, voltage sensors, accelerometer, and wheel speed sensors. Additionally, sensors may also include GPS Sensors, pressure sensors and radar sensors.
As used herein, the term “transducers” refers to devices that convert one form of energy into another form. The transducers enable the monitoring, control, and actuation of different components of a vehicle by translating physical parameters into electrical signals or vice versa. Various types of transducers may include (but not limited to) thermal transducers, current transducers, voltage transducer, and position transducers.
As used herein, the terms “operational amplifier” and “op-amp” are used interchangeably and refer to a linear Integrated Circuit (IC) having two input terminals designed to amplify and perform mathematical operations on a signal. The op-amps amplify the signal by applying feedback to control the voltage difference between its inputs. The op-amps have high versatility, high gain, and differential inputs. The op-amps are used in audio equipment, communication systems, control systems, filters, comparators, and buffers to amplify and/or process the signals. Further, the op-amps are also used for high-end current sensing, voltage sensing in battery chargers, and/or overcurrent protection circuits.
As used herein, the terms “battery management system” and “BMS” are used interchangeably and refer to an electronic system that manages and monitors the performance, health, and safety of the vehicle's battery pack. Further, the BMS ensures optimal battery operation by managing various functions such as (but not limited to) charging, discharging, temperature control, and state of charge (SoC) assessment. Furthermore, the BMS protects the battery from potential hazards like overcharging, deep discharging, and thermal runaway, thereby enhancing battery life and performance.
As used herein, the terms “thermal management system” and “TMS” are used interchangeably and refer to a management system designed to regulate the temperature of the vehicle's components, particularly vehicle battery, motor, and power electronics. Further, the TMS maintains optimal operating temperatures to ensure the efficiency, performance, safety, and longevity of the vehicle components. Therefore, effective thermal management prevents overheating and enhances the overall reliability of the vehicle.
As used herein, the terms “body control unit” and “BCU” are used interchangeably and refer to an electronic module that manages and controls non-powertrain functions related to the vehicle's body and comfort features. The non-powertrain functions include (but not limited to) lighting, door locks, window controls, climate control, and other convenience features. The BCU acts as a central hub for non-powertrain functions, facilitating communication between different components and ensuring seamless operation.
As used herein, the terms “instrument cluster”, “Vehicle instrument cluster”, “VIC”, “infotainment cluster”, and “infotainment system” are used interchangeably and refer to a centralized assembly of gauges, indicators, and displays located in front of a rider on a vehicle’s steering assembly or within the rider's field of vision. Further, the vehicle instrument cluster enables the rider to identify critical information about the functions and status of the vehicle. Key components in a two-wheel vehicle instrument cluster include a speedometer, tachometer, fuel gauge, battery’s state of charge (SOC) level, odometer, trip meters, gear position, navigation display, indicator warning lights, and indicators. Furthermore, the mounting of the instrument cluster is in the line of sight of the rider ensuring that all the critical information is easily accessible without requiring the rider to look away from the road excessively.
As used herein, the terms “analog to digital converter” and “ADC” are used interchangeably and refer to an integrated circuit used to convert a continuous analog signal to a digital signal. The ADC compares samples of the continuous analog signal to a known reference voltage and then produces a digital representation at the output in the form of a digital binary code. Further, the continuous analog signals may include (but not limited to) temperature, voltage, current, power, pressure, acceleration, and speed.
As used herein, the terms “processing unit”, and “processor” are used interchangeably and refer to a compact integrated circuit that serves as the central processing unit (CPU) of a computer or electronic device. Further, the processing unit performs the basic arithmetic, logic, control, and input/output (I/O) operations specified by the instructions in a program. Furthermore, the microprocessors are fundamental to the functioning of computers, embedded systems, and a wide range of electronic devices. Various types of microprocessors may include (but not limited to) general-purpose microprocessors, embedded microprocessors, digital signal processors (DSPs), and microcontrollers.
As used herein, the terms “transistors”, “Field-Effect Transistor (FET)”, and “Bipolar Junction Transistor (BJT)” are used interchangeably and refer to a semiconductor device that performs amplification of a voltage signal. The transistors are composed of semiconductor material and have three terminals for connecting to an external circuit. Further, the transistors enable the modulation of the voltage signal for various applications, for instance, radio transmission and signal processing.
As used herein, the term “nominal position value” refers to the standard or expected value that a sensor is designed to read under normal operating conditions. Further, the nominal position value acts as a reference point for evaluating the performance and accuracy of the sensor. Furthermore, the nominal position identifies the deviations that may indicate a fault or abnormal condition. Therefore, the nominal position value is critical for ensuring accurate sensor functionality, enabling effective monitoring and control of various sub-systems within the vehicle.
As used herein, the term “offset value” refers to the deviation between the actual output of the sensor and its expected nominal value under specified conditions. The offset results from various factors, including sensor calibration, environmental conditions, and manufacturing variations. Further, an offset affects the accuracy of sensor readings, leading to potential miscalculations in the vehicle's control systems.
As used herein, the term “scaling coefficient” refers to a variable factor that adjusts the output of a sensor to align with known nominal values during the self-calibration process. Further, the scaling coefficient enables the sensor’s output to be automatically adjusted based on real-time measurements compared to known reference points or standards.
As used herein, the terms “auto-calibration”, “calibration” and “self-calibration” are used interchangeably and refer to a process of automatically adjusting the settings and parameters of a vehicle based on feedback, periodically for a pre-defined time interval, and/or a pre-defined distance traveled and so forth. Further, the settings and parameters may include (but not limited to) sensor gain, motor torque output, rotor offset, battery charging/discharging, and thermal susceptibility. Furthermore, the auto-calibration is controlled via vehicle control units to maintain optimal performance, accuracy, and efficiency of the vehicle.
In accordance with a first aspect of the present disclosure, there is provided a system for controlling at least one vehicle parameter, the system comprises:
- at least one switching device;
- at least one sensing module coupled with the at least one switching device;
- at least one electronic control unit;
- a motor; and
- a motor controller communicably coupled with the at least one sensing module, the at least one electronic control unit and the motor,
wherein the motor controller is configured to control the at least one vehicle parameter based on inputs received from the at least one sensing module, and the at least one electronic control unit.
Referring to figure 1, in accordance with an embodiment, there is described a system 100 for controlling at least one vehicle parameter. The system 100 comprises at least one switching device 102, at least one sensing module 104 coupled with the at least one switching device 102, at least one electronic control unit 106, a motor 108, and a motor controller 110 communicably coupled with the at least one sensing module 104, the at least one electronic control unit 106 and the motor 108. Further, the motor controller 110 is configured to control the at least one vehicle parameter based on inputs received from the at least one sensing module 104, and the at least one electronic control unit 106.
The at least one sensing module 104 is coupled with the at least one switching device 102. The coupling enables the sensing module 104 to receive real-time data of the positioning of the switching devices 102. Advantageously, the real-time data facilitates the motor controller 110 to dynamically adjust the motor parameters based on the current operating conditions. Furthermore, the motor controller 110 is communicably coupled with the at least one sensing module 104, the at least one electronic control unit 106, and the motor 108. The motor controller 110 communication with the sensing module 104 and electronic control unit 106 enables the receiving of sensed data and the user input 112. Consequently, the above-mentioned interconnection enables the motor controller 110 to identify the faults or anomalies in sensor readings or motor 108 performance, based on the computation of a scaling coefficient. Furthermore, the user input 112 enables the motor controller 110 to fine-tune torque output of the motor 108 and thereby, enhancing the driving experience and ride comfort during different driving conditions.
Referring to figure 2, in accordance with an embodiment, there is described a system for controlling at least one vehicle parameter. The system 100 comprises at least one switching device 102, at least one sensing module 104 coupled with the at least one switching device 102, at least one electronic control unit 106, a motor 108, and a motor controller 110 communicably coupled with the at least one sensing module 104, the at least one electronic control unit 106 and the motor 108. Further, the at least one switching device 102 is communicably coupled with the at least one electronic control unit 106 and configured to receive a user input 112, via the at least one electronic control unit 106.
In an embodiment, the at least one switching device 102 is communicably coupled with the at least one electronic control unit 106 and configured to receive a user input 112, via the at least one electronic control unit 106. The communication between the switching device 102 and the ECU 106 facilitates real-time monitoring and feedback of the switching device 102. Consequently, the user receives immediate responses to their inputs, enhancing the overall responsiveness of the vehicle. Further, the ECU 106 can change the function of the switching device 102 based on user preferences or riding conditions (based on feedback), allowing for dynamic adjustments and thereby, enhancing the vehicle performance.
In an embodiment, the user input 112 comprises at least one of a throttle input and a riding mode. Various riding modes enable the users to select configurations based on the riding style or environmental conditions and thereby, enhancing the driving comfort and performance. Further, the ability to switch between riding modes optimizes the vehicle behavior, adapting power output, throttle sensitivity, and regenerative braking levels based on the rider's choice.
Referring to figure 3, in accordance with an embodiment, there is described a system for controlling at least one vehicle parameter. The system 100 comprises at least one switching device 102, at least one sensing module 104 coupled with the at least one switching device 102, at least one electronic control unit 106, a motor 108, and a motor controller 110 communicably coupled with the at least one sensing module 104, the at least one electronic control unit 106 and the motor 108. Further, the at least one switching device 102 is communicably coupled with the at least one electronic control unit 106 and configured to receive a user input 112, via the at least one electronic control unit 106. Furthermore, the at least one sensing module 104 comprises a plurality of sensors 114A-114N, a plurality of transducers 116A-116N, and a plurality of operational amplifiers 118A-118N. Furthermore, the motor controller 110 comprises at least one analog to digital converter 120, a processing unit 122, and at least one transistor 124.
In an embodiment, the at least one sensing module 104 comprises a plurality of sensors 114 (114A-114N), a plurality of transducers 116 (116A-116N) and a plurality of operational amplifiers 118 (118A-118N). The combination of multiple sensors allows for the monitoring of various physical parameters, providing comprehensive real-time data on the vehicle's operational state. Further, the transducers 116 enables the conversion of physical signals into electrical signals, ensuring high fidelity in the measurement of vehicle parameters. Furthermore, the operational amplifiers 118 enhances the signal quality by amplifying weak signal received via sensor and thereby, improving the overall accuracy and reliability of the measurements of the vehicle parameters.
In an embodiment, the at least one electronic control unit 106 comprises at least one of the battery management system, thermal management system, body control unit, and vehicle instrument cluster.
In an embodiment, the motor controller 110 comprises at least one analog to digital converter 120, a processing unit 122, and at least one transistor 124. The analog to digital converter 120 enables precise digitization of analog signals from sensors, enabling accurate monitoring of motor parameters. Further, the ADC 120 enables real-time data acquisition, facilitating immediate adjustments in motor control based on current operating conditions. Furthermore, the processing unit 122 executes complex algorithms for motor control, enabling features such as (but not limited to) closed-loop control, predictive maintenance, and adaptive performance tuning. Furthermore, the transistor 124 allows the motor controller 110 to implement protection features, such as limiting current and voltage, preventing damage to the motor 108 and associated components.
In an embodiment, the processing unit 122 is configured to receive inputs from the at least one sensing module 104 and at least one electronic control unit 106. The processing unit 122 analyses real-time data from the sensing module 104 and adjusts the motor performance based on current conditions. Further, the processing unit 122 utilizes sensor data to optimize motor operation, including (but not limited to) torque management, acceleration profiles, and energy consumption, and thereby, ensuring efficient performance.
In an embodiment, the processing unit 122 is configured to compute a torque demand based on the received inputs. Computing torque demand based on real-time inputs from sensors and control units, the processing unit 122 precisely controls the motor 108 output and thereby, enhancing vehicle responsiveness and acceleration. Further, the ability to compute torque demand dynamically enables the vehicle to adapt to varying conditions and thereby, ensuring consistent performance.
In an embodiment, the processing unit 122 is configured to determine at least one of a voltage value and a current value, corresponding to the torque demand. Determining the voltage and current based on torque demand enables the motor 108 to receive optimal power to enhance the overall efficiency and performance of the vehicle. Further, the processing unit 122 monitors current levels with respect to threshold level and implements protection mechanisms and thereby, prevents damage to the motor 108 and electrical components.
In an embodiment, the motor controller 110 is configured to control the at least one vehicle parameter based on the determined voltage or current value. Adjusting the vehicle parameters based on real-time voltage and current values, the motor controller 110 provides precise control over motor performance and thereby, enhancing acceleration and deceleration characteristics of the vehicle. Further, the motor controller 110 optimizes energy use by adjusting the motor parameters to ensure that motor 108 operates within its most efficient range that reduces overall energy consumption and extends battery life.
In an embodiment, the at least one vehicle parameter comprises at least one of vehicle speed, motor rpm, and energy regeneration.
In an embodiment, the processing unit 122 is configured to compute a nominal position value for the plurality of sensors 114 based on the inputs received from the at least one sensing module 104. Computing a nominal position value allows for better calibration of sensors 114, ensuring that their readings are aligned with expected performance, thereby enhancing overall accuracy. Further, determining the nominal position reduces the impact of sensor drift or noise, leading to more reliable measurements. Furthermore, the processing unit 122 corrects any discrepancies between actual and nominal readings of the sensors 114, ensuring that the motor 108 operates optimally under varying conditions.
In an embodiment, the processing unit 122 is configured to compare the inputs received from the at least one sensing module 104 with the computed nominal value to determine an offset value for the plurality of sensors 114 (114A-114N). Comparing real-time inputs with the computed nominal value enables the processing unit 122 to identify and correct for sensor drift or inaccuracies, leading to more reliable and precise measurements. Further, the ability to compute offset values facilitates automatic calibration of sensors 114, reducing the need for manual adjustments and enhancing operational efficiency.
In an embodiment, the processing unit 122 is configured to compute a scaling coefficient based on the offset value for the plurality of sensors 114 (114A-114N). The scaling coefficient adjusts sensor readings to align with expected performance, correcting for both offset values and sensor inaccuracies, and leading to more reliable data for the positioning of the switches. Further, the scaling coefficient enables the sensor outputs to be consistently aligned with real-world conditions and thereby, improving real-time data fidelity.
In an embodiment, the processing unit 122 is configured to recommend auto-calibration of the plurality of sensors 114 (114A-114N), based on the computed scaling coefficient. The auto-calibration enables the sensors 114 to be consistently aligned with real-world conditions, thereby improving the overall accuracy of measurements. Advantageously, recommending auto-calibration minimizes the need for manual calibration. Further, accurately calibrated sensors enable the control algorithms to function more effectively, resulting in improved overall vehicle performance and responsiveness.
In accordance with a second aspect, there is described method 200 of controlling at least one vehicle parameter, the method 200 comprises:
- receiving inputs from at least one sensing module 104 and/or at least one electronic control unit 106;
- sending the received inputs to a motor controller 110;
- computing a torque demand, via the processing unit 122;
- determining at least one of a voltage value and a current value, via the processing unit 122; and
- computing a scaling coefficient for the plurality of sensors 114, via the processing unit 122.
Figure 4 describes a method of auto-calibration of a battery powered vehicle. The method 200 starts at a step 202. At the step 202, the method comprises receiving inputs from at least one sensing module 104 and/or at least one electronic control unit 106. At a step 204, the method comprises sending the received inputs to a motor controller 110. At a step 206, the method comprises computing a torque demand, via the processing unit 122. At a step 208, the method comprises determining at least one of a voltage value and a current value, via the processing unit 122. At a step 210, the method comprises computing a scaling coefficient for the plurality of sensors 114, via the processing unit 122. The method 200 ends at the step 210.
In an embodiment, the method 200 comprises receiving a user input 112, via the at least one electronic control unit 106.
In an embodiment, the method 200 comprises receiving inputs from the at least one sensing module 104 and at least one electronic control unit 106 to the processing unit 122.
In an embodiment, the method 200 comprises computing a torque demand based on the received inputs, via the processing unit 122.
In an embodiment, the method 200 comprises determining at least one of a voltage value and a current value, corresponding to the torque demand, via the processing unit 122.
In an embodiment, the method 200 comprises controlling the at least one vehicle parameter based on the determined voltage or current value, the motor controller 110.
In an embodiment, the method 200 comprises computing a nominal position value for the plurality of sensors 114 based on the inputs received from the at least one sensing module 104, via the processing unit 122.
In an embodiment, the method 200 comprises comparing the inputs received from the at least one sensing module 104 with the computed nominal value to determine an offset value for the plurality of sensors 114 (114A-114N), via the processing unit 122.
In an embodiment, the method 200 comprises computing a scaling coefficient based on the offset value for the plurality of sensors 114 (114A-114N), via the processing unit 122.
In an embodiment, the method 200 comprises recommending auto-calibration of the plurality of sensors 114 (114A-114N), based on the computed scaling coefficient, via the processing unit 122.
In an embodiment, the method 200 comprises receiving a user input 112, via the at least one electronic control unit 106. Further, the method 200 comprises receiving inputs from the at least one sensing module 104 and at least one electronic control unit 106 to the processing unit 122. Furthermore, the method 200 comprises computing a torque demand based on the received inputs, via the processing unit 122. Furthermore, the method 200 comprises determining at least one of a voltage value and a current value, corresponding to the torque demand, via the processing unit 122. Furthermore, the method 200 comprises controlling the at least one vehicle parameter based on the determined voltage or current value, the motor controller 110. Furthermore, the method 200 comprises computing a nominal position value for the plurality of sensors 114 (114A-114N) based on the inputs received from the at least one sensing module 104, via the processing unit 122. Furthermore, the method 200 comprises comparing the inputs received from the at least one sensing module 104 with the computed nominal value to determine an offset value for the plurality of sensors 114, via the processing unit 122. Furthermore, the method 200 comprises computing a scaling coefficient based on the offset value for the plurality of sensors 114 (114A-114N), via the processing unit 122. Furthermore, the method 200 comprises recommending auto-calibration of the plurality of sensors 114 (114A-114N), based on the computed scaling coefficient, via the processing unit 122.
In an embodiment, the method 200 comprises receiving inputs from at least one sensing module 104 and/or at least one electronic control unit 106. Furthermore, the method 200 comprises sending the received inputs to a motor controller 110. Furthermore, the method 200 comprises computing a torque demand, via the processing unit 122. Furthermore, the method 200 comprises determining at least one of a voltage value and a current value, via the processing unit 122. Furthermore, the method 200 comprises computing a scaling coefficient for the plurality of sensors 114 (114A-114N), via the processing unit 122. The method 200 ends at the step 210.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages such as (but not limited to) improved efficiency and safety for controlling the motor parameters, accurately determining the sensors offset, and thereby, precisely calibrating the sensors in accordance with the operational parameters.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for controlling at least one vehicle parameter, the system (100) comprises:
- at least one switching device (102);
- at least one sensing module (104) coupled with the at least one switching device (102);
- at least one electronic control unit (106);
- a motor (108); and
- a motor controller (110) communicably coupled with the at least one sensing module (104), the at least one electronic control unit (106) and the motor (108),
wherein the motor controller (110) is configured to control the at least one vehicle parameter based on inputs received from the at least one sensing module (104), and the at least one electronic control unit (106).
2. The system (100) as claimed in claim 1, wherein the at least one switching device (102) is communicably coupled with the at least one electronic control unit (106) and configured to receive a user input (112), via the at least one electronic control unit (106).

3. The system (100) as claimed in claim 2, wherein the user input (112) comprises at least one of a throttle input and a riding mode.

4. The system (100) as claimed in claim 1, wherein the at least one sensing module (104) comprises a plurality of sensors (114), a plurality of transducers (116) and a plurality of operational amplifiers (118).

5. The system (100) as claimed in claim 1, wherein the at least one electronic control unit (106) comprises at least one of the battery management system, thermal management system, body control unit, and vehicle instrument cluster.

6. The system (100) as claimed in claim 1, wherein the motor controller (110) comprises at least one analog to digital converter (120), a processing unit (122), and at least one transistor (124).

7. The system (100) as claimed in claim 6, wherein the processing unit (122) is configured to receive inputs from the at least one sensing module (104) and at least one electronic control unit (106).

8. The system (100) as claimed in claim 6, wherein the processing unit (122) is configured to compute a torque demand based on the received inputs.

9. The system (100) as claimed in claim 6, wherein the processing unit (122) is configured to determine at least one of a voltage value and a current value, corresponding to the torque demand.

10. The system (100) as claimed in claim 1, wherein the motor controller (110) is configured to control the at least one vehicle parameter based on the determined voltage or current value.

11. The system (100) as claimed in claim 1, wherein the at least one vehicle parameter comprises at least one of vehicle speed, motor rpm, and energy regeneration.

12. The system (100) as claimed in claim 6, wherein the processing unit (122) is configured to compute a nominal position value for the plurality of sensors (114) based on the inputs received from the at least one sensing module (104).

13. The system (100) as claimed in claim 6, wherein the processing unit (122) is configured to compare the inputs received from the at least one sensing module (104) with the computed nominal value to determine an offset value for the plurality of sensors (114).

14. The system (100) as claimed in claim 6, wherein the processing unit (122) is configured to compute a scaling coefficient based on the offset value for the plurality of sensors (114).

15. The system (100) as claimed in claim 6, wherein the processing unit (122) is configured to recommend auto-calibration of the plurality of sensors (114), based on the computed scaling coefficient.

16. A method (200) of controlling at least one vehicle parameter, the method (200) comprises:
- receiving inputs from at least one sensing module (104) and/or at least one electronic control unit (106);
- sending the received inputs to a motor controller (110);
- computing a torque demand, via the processing unit (122);
- determining at least one of a voltage value and a current value, via the processing unit (122); and
- computing a scaling coefficient for the plurality of sensors (114), via the processing unit (122).

17. The method (200) as claimed in claim 16, the method (200) comprises receiving user input via the at least one electronic control unit (106).

18. The method (200) as claimed in claim 16, the method (200) comprises controlling at least one vehicle parameter based on the determined voltage or current value, via the motor controller (110).

19. The method (200) as claimed in claim 16, the method (200) comprises computing a nominal position value for a plurality of sensors (114) based on the inputs received from the at least one sensing module (104), via the processing unit (122).

20. The method (200) as claimed in claim 16, the method (200) comprises comparing the inputs received from the at least one sensing module (104) with the computed nominal value, via the processing unit (122).

21. The method (200) as claimed in claim 16, the method (200) comprises recommending auto-calibration of the plurality of sensors (114), based on the computed scaling coefficient.